CN115552100A

CN115552100A - Lubricant manifold for internal combustion engine

Info

Publication number: CN115552100A
Application number: CN202180032382.4A
Authority: CN
Inventors: S·N·帕蒂尔; 王川
Original assignee: Cummins Inc
Current assignee: Cummins Inc
Priority date: 2020-05-08
Filing date: 2021-05-05
Publication date: 2022-12-30
Also published as: US20230055229A1; WO2021226187A1; EP4146920A1; EP4146920A4

Abstract

A lubricant manifold includes a lubricant filter head, a pump inlet conduit, an inlet transfer conduit, and a lubricant cooler. The lubricant filter head is configured to couple with the lubricant filter. The pump inlet conduit is fluidly coupled to and integrally formed with the lubricant filter head. The pump inlet conduit is configured to receive lubricant and provide the lubricant to the lubricant filter head. The inlet transfer conduit is fluidly coupled to the lubricant filter head and is integrally formed with the lubricant filter head and the pump inlet conduit. The inlet transfer conduit is configured to receive the lubricant from the pump inlet conduit. The lubricant cooler is fluidly coupled to the inlet transfer duct and is integrally formed with the lubricant filter head, the pump inlet duct, and the inlet transfer duct.

Description

Lubricant manifold for internal combustion engine

Cross reference to related patent applications

Priority is claimed in this application FOR U.S. provisional patent application No.63/021,926 filed on 8.5.2020/2020 and entitled "LUBRICANT MANIFOLD FOR an INTERNAL COMBUSTION ENGINE", the contents of which are incorporated herein by reference.

Technical Field

The present application relates generally to lubricant manifolds for internal combustion engines.

Background

For internal combustion engines, such as diesel engines, lubricants are utilized to reduce friction between moving parts, such as between a piston and a cylinder. Particles such as soot mix with the lubricant over time. Thus, it may be desirable to remove the particles from the lubricant without removing the lubricant. Many systems remove particulates by passing lubricant through a filter. In addition, it is often desirable to cool lubricants. For example, cooling the lubricant may ensure that the lubricant maintains desired performance in high performance or high horsepower engine applications, where the lubricant may be subjected to relatively high temperatures.

Disclosure of Invention

In one set of embodiments, the lubricant manifold includes a lubricant filter head, a pump inlet conduit, an inlet transfer conduit, and a lubricant cooler. The lubricant filter head is configured to couple with a lubricant filter. The pump inlet conduit is fluidly coupled to and integrally formed with the lubricant filter head. The pump inlet conduit is configured to receive lubricant and provide the lubricant to the lubricant filter head. The inlet transfer conduit is fluidly coupled to the lubricant filter head and is integrally formed with the lubricant filter head and the pump inlet conduit. The inlet transfer conduit is configured to receive the lubricant from the pump inlet conduit. The lubricant cooler is fluidly coupled to the inlet transfer duct and is integrally formed with the lubricant filter head, the pump inlet duct, and the inlet transfer duct. The lubricant cooler is configured to receive the lubricant from the inlet transport conduit.

In another set of embodiments, an internal combustion engine system includes an engine head-block assembly and a lubricant manifold. An engine head-block assembly includes a lubricant manifold recess and a mounting surface. The mounting face extends around the lubricant manifold recess. The lubricant manifold includes a body. The body is at least partially received within the lubricant manifold recess. The body includes a lubricant filter head, a lubricant cooler, and a flange. The lubricant filter head is configured to couple with a lubricant filter. The lubricant cooler is fluidly coupled to and integrally formed with the lubricant filter head. The lubricant cooler provides lubricant to the lubricant filter head. The flange is integrally formed with the lubricant filter head and the lubricant cooler. The flange is coupled with the mounting face such that the lubricant cooler is at least partially received within the lubricant manifold recess.

In yet another set of embodiments, a lubricant manifold includes a lubricant cooler, an outlet transport conduit, and a lubricant filter head. The lubricant cooler is configured to receive lubricant. The outlet transfer duct is fluidly coupled to and integrally formed with the lubricant cooler. The outlet transport conduit is configured to receive the lubricant from the lubricant cooler. The lubricant filter head is configured to be coupled with the lubricant filter. The lubricant filter head is fluidly coupled to the outlet transport conduit and is integrally formed with the lubricant cooler and the outlet transport conduit. The lubricant filter head is configured to receive the lubricant from the lubricant cooler.

Drawings

The details of one or more implementations are set forth in the accompanying drawings and the description below. Other features, aspects, and advantages of the disclosure will become apparent from the description, the drawings, and the claims, wherein:

FIG. 1 is a schematic block diagram of an exemplary internal combustion engine system having a lubricant manifold and an engine head-block assembly;

FIG. 2 is an exploded perspective view of the lubricant manifold and engine head-block assembly of FIG. 1;

FIG. 3 is a perspective view of the lubricant manifold of FIG. 1;

FIG. 4 isbase:Sub>A cross-sectional view of the lubricant manifold taken along plane A-A of FIG. 3;

FIG. 5 is another exploded perspective view of the lubricant manifold and engine head-block assembly of FIG. 1; and

FIG. 6 is a perspective view of another lubricant manifold for an internal combustion engine system.

It will be appreciated that these drawings are schematic representations for purposes of illustration. The drawings are provided to illustrate one or more implementations, it being expressly understood that they are not intended to limit the scope or meaning of the claims.

Detailed Description

The following is a more detailed description of various concepts and implementations thereof related to methods, apparatus to provide a lubricant manifold for an internal combustion engine. The various concepts introduced above and discussed in greater detail below may be implemented in any of numerous ways, as the described concepts are not limited to any particular implementation. For purposes of illustration, examples of specific implementations and applications are provided.

I. Overview

Many oil systems utilize oil coolers made using multiple components. These components are brazed together using materials such as copper and nickel. In addition to the oil cooler being composed of a plurality of parts, the oil filter housing is often also assembled from a plurality of parts. In addition to being made up of multiple components, these components are also often attached together through the use of fasteners. These fasteners add complexity to the assembly of the oil filter housing and oil cooler. These fasteners can also create a leak path through the oil filter housing and the oil cooler. While gaskets may be included to mitigate these leakage paths, the gaskets may degrade over time, resulting in potential leakage.

In addition to leakage being undesirable from a performance and engine reliability perspective, leakage can also lead to aesthetic and cleanliness issues. For example, when copper in components brazed together using copper leaches into oil consumed by the engine, the copper may deposit on surfaces within the engine. These deposits may slow the heat transfer between the pistons and the oil of the engine. Furthermore, copper may increase the temperature of the piston within the engine and thus increase the oil temperature within the engine, as copper reduces the transfer of heat from the piston. Higher oil temperatures increase the rate of oxidation of the oil, thus resulting in increased degradation of the oil, which requires more and more frequent oil changes, which is undesirable.

Implementations described herein relate to an internal combustion engine system including a lubricant manifold having a body formed by additive manufacturing. The body includes a lubricant filter head configured to couple with a lubricant filter. The body also includes a lubricant cooler configured to cool lubricant. The lubricant filter head and the lubricant cooler are integrally formed by additive manufacturing. Thus, there is no leak path between the lubricant filter head and the lubricant cooler. The lubricant manifold described herein can protect lubricant from leaking onto other components of the engine by eliminating leakage paths that exist in other systems that are assembled from multiple separate components (e.g., filter heads bolted to coolers). Further, the lubricant manifolds described herein do not use external brazing (brazing) materials. In this manner, the lubricant manifold described herein does not include copper that may leach into the lubricant, thereby maintaining the desired heat transfer between the piston and the lubricant.

Examples of Lubricant manifolds

Fig. 1 depicts an internal combustion engine system 100 (e.g., a diesel internal combustion engine system, a gasoline internal combustion engine system, a dual fuel internal combustion engine system, a hybrid internal combustion engine system, etc.). The internal combustion engine system 100 includes an engine head-block assembly 102 (e.g., a cylinder block and a cylinder head, etc.).

The engine head-block assembly 102 defines at least one cylinder 104 (e.g., a combustion chamber, etc.). Each cylinder 104 receives air and fuel and provides exhaust gas after combustion of the air and fuel within the cylinder 104 occurs. The internal combustion engine system 100 also includes a piston 106 for each cylinder 104 and a connecting rod 108 for each cylinder 104. For example, if the engine head-block assembly 102 defines four cylinders 104, the internal combustion engine system 100 includes four pistons 106 and four connecting rods 108.

Each piston 106 is received within one of the cylinders 104 and is selectively repositioned (e.g., translated, slid, etc.) within the cylinder 104 during a combustion cycle occurring within the cylinder 104. The connecting rod 108 is coupled to the piston 106 and receives energy from the movement of the piston 106 through combustion within the cylinder 104. The energy received from each connecting rod 108 is utilized by the internal combustion engine system 100 (e.g., using a crankshaft, etc.) and provided to an output (e.g., a driveshaft, etc.).

The cylinder 104 and piston 106 are sized to be within a relatively small percentage (e.g., less than 1%, less than 0.5%, etc.) of each other's diameter. This difference facilitates movement of the piston 106 within the cylinder 104. Furthermore, it is desirable that this difference be as small as possible in order to increase the energy provided to the linkage 108.

To minimize the difference between the diameter of the cylinder 104 and the diameter of the piston 106, the internal combustion engine system 100 circulates a lubricant (e.g., oil, etc.) between the cylinder 104 and the piston 106. The lubricant may provide both a fluid seal between the cylinder 104 and the piston 106 and a mechanism to minimize friction between the cylinder 104 and the piston 106.

The internal combustion engine system 100 includes a lubricant system 110 (e.g., an oil system, etc.) that circulates lubricant. The engine head-block assembly 102 includes lubricant passages 112 (e.g., galleries, runners, etc.) through which lubricant is routed. The lubricant passage 112 transports lubricant between the piston 106 and the cylinder 104. Additionally, the lubricant passages 112 may deliver lubricant to other components of the engine head-block assembly 102 (e.g., valves, lifters, etc.).

The lubricant system 110 includes a lubricant pump 114 (e.g., an oil pump, etc.). The lubricant pump 114 is configured (e.g., structurally designed, capable, etc.) to be controlled (e.g., by an Engine Control Unit (ECU), crank gear drive, etc.) such that lubricant circulates within the lubricant system 110. The lubricant pump 114 is fluidly coupled (e.g., in fluid communication with, connected to, etc.) with an inlet conduit 116 (e.g., an oil line, etc.) of the lubricant system 110. The inlet conduit 116 is configured to receive lubricant from the lubricant pump 114.

The inlet conduit 116 is fluidly coupled with a lubricant inlet conduit 117 (e.g., inlet passage, etc.) in the engine head-block assembly 102. For example, the inlet conduit 116 may be coupled to the lubricant inlet conduit 117 via a hose clamp (e.g., a ring clamp, etc.), such that the inlet conduit 116 is fluidly coupled to the lubricant inlet conduit 117. The lubricant inlet conduit 117 is configured to receive lubricant from the inlet conduit 116. The lubricant inlet conduit 117 is fluidly coupled with a lubricant manifold 118 (e.g., an integrated cooler, etc.). The lubricant manifold 118 is configured to receive lubricant from the lubricant inlet conduit 117. As explained in detail herein, the lubricant manifold 118 is received within a lubricant manifold recess 120 (e.g., a bore, etc.) formed within the engine head-block assembly 102. The lubricant manifold recess 120 is in communication with the lubricant passages 112 such that the lubricant passages 112 are configured to receive lubricant from the lubricant manifold 118 when the lubricant manifold 118 is received within the lubricant manifold recess 120.

The lubricant manifold 118 includes a body 121 (e.g., frame, shell, etc.). As explained in more detail herein, the body 121 is a unitary construction. Thus, there is no gap between the parts of the body 121. By eliminating the gaps between the components of the body 121, the lubricant manifold 118 is less susceptible to lubricant leakage between the components of the body 121. In this manner, the lubricant manifold 118 represents an improvement over other conventional systems that include multiple components attached together (e.g., using fasteners, using brazed joints, etc.) because the joints between these components of the conventional systems facilitate leakage.

In addition, eliminating joints between multiple components also eliminates the use of joining materials (e.g., brazing materials, brazing, etc.). By avoiding the use of bonding materials between the components of the body 121, the lubricant manifold 118 may eliminate or significantly reduce leaching of contaminants into the lubricant as compared to other systems that may immerse contaminants (e.g., copper) in oil. This also results in less oxidation of the lubricant circulating within the lubricant manifold 118 and therefore higher quality than other conventional systems that include multiple components attached together using joining materials. Thus, the lubricant manifold 118 may ensure desired operation of the internal combustion engine system 100, thereby increasing the interval between lubricant replenishment events (e.g., oil changes, etc.) as compared to other systems that include multiple components attached together.

The body 121 includes a flange 122 (e.g., edge, boss, etc.). The flange 122 is integrally or monolithically formed with the body 121 (e.g., the flange 122 and body 121 are of a unitary construction, etc.). As utilized herein, two or more elements are "integrally formed" with one another when they are formed as part of a single manufacturing step and joined together to create a unitary or monolithic construction that is not disassembled without at least partial destruction of the unitary component. The flange 122 is coupled with a mounting surface 123 (e.g., a surface, etc.) of the engine head-block assembly 102. The mounting face 123 extends around the lubricant manifold recess 120. In some embodiments, the mounting face 123 is disposed along a first plane and the flange 122 is disposed along a second plane that is configured (e.g., upon rotation of the flange 122 relative to the mounting face 123, etc.) parallel to the first plane along which the mounting face 123 is disposed.

The flange 122 is coupled to the mounting surface 123 using at least one fastener 124 (e.g., a bolt, etc.). The fasteners 124 extend through apertures 125 (e.g., holes, slots, openings, etc.) in the flange 122. After insertion through one of the apertures 125, the fastener 124 couples with a receiver 126 (e.g., a threaded receiver, a threaded connection hole, etc.) in the engine head-block assembly 102. For example, the fastener 124 may be inserted through one of the apertures 125 and threaded into one of the receivers 126.

The lubricant manifold 118 includes a gasket 128 (e.g., an O-ring, seal, etc.). When the flange 122 is coupled to the engine head-block assembly 102, the gasket 128 is positioned between the mounting face 123 and the flange 122. The washer 128 is not integrally formed with the body 121. Further, the gasket 128 is formed of a first material (e.g., polytetrafluoroethylene, a compressible material, etc.), and the body 121 is formed of a second material (e.g., metal, an incompressible material, etc.) different from the first material. The gasket 128 is configured to extend around the lubricant manifold recess 120. In some embodiments, the washer 128 includes an aperture through which the fastener 124 extends between the flange 122 and the receiver 126.

As shown in fig. 2, the body 121 includes a pump inlet conduit 130 (e.g., a channel, passage, flow passage, etc.). The pump inlet conduit 130 is integrally formed with the body 121 (e.g., the body 121 and the pump inlet conduit 130 are of a unitary construction, etc.). Pump inlet conduit 130 is configured to fluidly couple with lubricant inlet conduit 117 when flange 122 is coupled with engine head-block assembly 102. Pump inlet conduit 130 is configured to receive lubricant from lubricant inlet conduit 117 when flange 122 is coupled with engine head-block assembly 102.

The body 121 also includes an inlet bypass conduit 131 (e.g., a channel, passage, flow passage, etc.). The inlet bypass conduit 131 is integrally formed with the body 121 (e.g., the body 121 is of unitary construction with the inlet bypass conduit 131, etc.). An inlet bypass conduit 131 is fluidly coupled with pump inlet conduit 130 and is configured to receive lubricant from pump inlet conduit 130 when pump inlet conduit 130 is fluidly coupled with lubricant inlet conduit 117.

The body 121 also includes a high pressure relief valve port 132 (e.g., an orifice, opening, etc.). The high pressure relief valve port 132 is integrally formed with the body 121 (e.g., the body 121 and the high pressure relief valve port 132 are of a unitary construction, etc.). The high pressure relief valve port 132 is fluidly coupled with the inlet bypass conduit 131 and is configured to receive lubricant from the inlet bypass conduit 131 when the pump inlet conduit 130 is fluidly coupled with the lubricant inlet conduit 117.

The lubricant manifold 118 also includes a high pressure relief valve 133 (e.g., a pressure relief valve, a pressure regulator, etc.). A high pressure relief valve 133 is disposed within the high pressure relief valve port 132, and the high pressure relief valve port 132 is sealed (e.g., using a plug or the like) such that lubricant may flow into the high pressure relief valve 133 but not out of the high pressure relief valve port 132. For example, the high pressure relief valve 133 may be inserted into the high pressure relief valve port 132 after the body 121 is manufactured, and then the high pressure relief valve port 132 may be plugged prior to use of the lubricant manifold 118 (e.g., in a subsequent manufacturing step, etc.).

The body 121 also includes a high pressure relief valve conduit 134 (e.g., a channel, passage, flow passage, etc.). The high pressure relief valve conduit 134 is integrally formed with the body 121 (e.g., the body 121 and the high pressure relief valve conduit 134 are of a unitary construction, etc.). A high pressure relief valve conduit 134 is fluidly coupled to the high pressure relief valve 133 and is configured to selectively receive lubricant from the high pressure relief valve 133. Specifically, the high pressure relief valve 133 is configured to open and provide lubricant from the inlet bypass conduit 131 to the high pressure relief valve conduit 134 when the lubricant pressure within the inlet bypass conduit 131 exceeds a threshold pressure. The high pressure relief valve 133 is further configured to: lubricant is not provided from the inlet bypass conduit 131 to the high pressure relief valve conduit 134 unless the pressure of the lubricant within the inlet bypass conduit 131 exceeds a threshold pressure.

The engine head-block assembly 102 also includes a lubricant bypass conduit 135 (e.g., a bypass passage, etc.). When flange 122 is coupled to engine head-block assembly 102, lubricant bypass conduit 135 is fluidly coupled with high pressure relief valve conduit 134. The lubricant bypass conduit 135 is configured to receive lubricant from the high pressure relief valve conduit 134 (e.g., when the pressure of the lubricant within the inlet bypass conduit 131 exceeds a threshold pressure).

The engine head-block assembly 102 also includes a lubricant pan 136 (e.g., an oil pan, a tray, etc.). The lubricant pan 136 is fluidly coupled with the lubricant bypass conduit 135. The lubricant pan 136 is configured to receive lubricant from the lubricant bypass conduit 135 when the flange 122 is coupled with the engine head-block assembly 102. In some embodiments, the lubricant disc 136 may also be fluidly coupled with the lubricant passage 112 and configured to receive lubricant from the lubricant passage 112. Thus, when the pressure of the lubricant within inlet bypass conduit 131 exceeds a threshold pressure, lubricant may be provided into high pressure relief valve conduit 134, from high pressure relief valve conduit 134 into lubricant bypass conduit 135, and from lubricant bypass conduit 135 to lubricant disc 136. As explained in more detail herein, the lubricant within the lubricant pan 136 may then be recirculated within the lubricant system 110.

The body 121 also includes an inlet transport conduit 138 (e.g., a channel, passageway, flow passage, etc.). Inlet transfer duct 138 is integrally formed with body 121 (e.g., body 121 is of unitary construction with inlet transfer duct 138, etc.). Inlet transfer tubing 138 is fluidly coupled to pump inlet tubing 130. Inlet transfer conduit 138 is configured to receive lubricant from pump inlet conduit 130 when flange 122 is coupled with engine head-block assembly 102.

The body 121 also includes a lubricant cooler 140 (e.g., an oil cooler, a heat exchanger, etc.). The lubricant cooler 140 is integrally formed with the body 121 (e.g., the body 121 and the lubricant cooler 140 are of a unitary construction, etc.). The lubricant cooler 140 is fluidly coupled to the inlet transfer duct 138 and is configured to receive lubricant from the inlet transfer duct 138. As explained in more detail herein, the lubricant cooler 140 is configured to provide cooling to lubricant within the lubricant cooler 140.

As shown in fig. 3 and 4, the lubricant cooler 140 includes a plurality of lubricant passages 141 (e.g., pipes, tubes, etc.). The lubricant cooler 140 circulates lubricant via the lubricant passage 141 to cool the lubricant. A flow of liquid coolant may be generated via lubricant passage 141 to provide cooling to lubricant passage 141, which lubricant passage 141 provides cooling to the lubricant.

The body 121 also includes an outlet transport conduit 142 (e.g., channels, passages, runners, etc.). Outlet transfer duct 142 is integrally formed with body 121 (e.g., body 121 and outlet transfer duct 142 are of a unitary construction, etc.). An outlet transport conduit 142 is fluidly coupled to the lubricant cooler 140, and the outlet transport conduit 142 is configured to receive lubricant from the lubricant cooler 140.

The body 121 also includes a thermostat port 143 (e.g., an aperture, an opening, etc.). The thermostat port 143 is integrally formed with the body 121 (e.g., the body 121 is of unitary construction with the thermostat port 143, etc.). The thermostat port 143 is fluidly coupled with the inlet transport conduit 138, and the thermostat port 143 is configured to receive lubricant from the inlet transport conduit 138.

The lubricant manifold 118 also includes a thermostat 144 (e.g., a thermostat, etc.). The thermostat 144 is disposed within the thermostat port 143, and the thermostat port 143 is sealed (e.g., using a plug or the like) such that lubricant can flow into the thermostat 144 but cannot flow out of the thermostat port 143. For example, the thermostat 144 may be inserted into the thermostat port 143 after the body 121 is manufactured, and then the thermostat port 143 may be plugged prior to use of the lubricant manifold 118 (e.g., in a subsequent manufacturing step, etc.).

The body 121 also includes a thermostat conduit 145 (e.g., a channel, passageway, flow passage, etc.). The thermostat conduit 145 is integrally formed with the body 121 (e.g., the body 121 is of unitary construction with the thermostat conduit 145, etc.). Thermostat conduit 145 is fluidly coupled to thermostat 144, and thermostat conduit 145 is configured to selectively receive lubricant from thermostat 144. Further, a thermostat conduit 145 is fluidly coupled to outlet delivery conduit 142, and thermostat conduit 145 is configured to selectively provide lubricant to outlet delivery conduit 142. Specifically, thermostat 144 is configured to open and provide lubricant from inlet transport conduit 138 to thermostat conduit 145 when the temperature of the lubricant within inlet transport conduit 138 is below a threshold temperature. The thermostat 144 is further configured to: lubricant is not provided from inlet transfer line 138 to thermostat line 145 unless the temperature of the lubricant within inlet transfer line 138 is below a threshold temperature. Thus, when the cooling provided by the lubricant cooler 140 is not needed (e.g., when the temperature of the lubricant within the inlet transfer conduit 138 is below a temperature threshold), the lubricant within the inlet transfer conduit 138 may bypass the lubricant cooler 140. In this way, the back pressure of the lubricant can be reduced.

The body 121 also includes a lubricant filter head 146 (e.g., a receiver, etc.). The lubricant filter head 146 is integrally formed with the body 121 (e.g., the body 121 and the lubricant filter head 146 are a unitary construction, etc.). The lubricant filter head 146 is fluidly coupled to the outlet transport conduit 142, and the lubricant filter head 146 is configured to receive lubricant from the outlet transport conduit 142.

The lubricant filter head 146 is configured to couple with a lubricant filter 148 (e.g., an oil filter, etc.), such that the lubricant filter 148 is fluidly coupled with the lubricant filter head 146. In various embodiments, the lubricant filter head 146 includes a threaded post 149 configured to threadably couple with the lubricant filter 148. In other embodiments, the lubricant filter head 146 may include a threaded aperture into which the lubricant filter 148 is configured to be threaded.

The lubricant filter head 146 is configured to provide lubricant from the outlet transport conduit 142 to the lubricant filter 148 when the lubricant filter 148 is fluidly coupled with the lubricant filter head 146. Further, the lubricant filter head 146 is configured such that the lubricant filter 148 may be fluidly coupled to the lubricant filter head 146 and fluidly decoupled from the lubricant filter head 146 without fluidly decoupling the lubricant manifold 118 from the engine head-block assembly 102.

The lubricant filter 148 is configured to filter particles (e.g., soot, metal particles, etc.) from the lubricant such that the lubricant flowing out of the lubricant filter 148 contains fewer particles than the lubricant entering the lubricant filter 148 (e.g., the lubricant flowing from the outlet transport conduit 142).

The lubricant filter head 146 is also configured to receive lubricant from the lubricant filter 148 when the lubricant filter 148 is fluidly coupled with the lubricant filter head 146. The lubricant received by the lubricant filter head 146 from the lubricant filter 148 has been filtered by the lubricant filter 148. In this manner, the lubricant filter head 146 is configured to provide lubricant to the lubricant filter 148 and receive lubricant from the lubricant filter 148, respectively.

The body 121 also includes a main outlet conduit 150 (e.g., a channel, passage, flow passage, etc.). The primary outlet conduit 150 is integrally formed with the body 121 (e.g., the body 121 is of unitary construction with the primary outlet conduit 150, etc.). The main outlet conduit 150 is fluidly coupled with the lubricant filter head 146, and the main outlet conduit 150 is configured to receive lubricant from the lubricant filter head 146 (e.g., after the lubricant passes through the lubricant filter 148).

The engine head-block assembly 102 also includes an engine inlet aperture 152 (e.g., opening, bore, etc.) formed in the mounting face 123 and/or the lubricant manifold recess 120. The engine inlet port 152 is configured to receive lubricant from the primary outlet conduit 150 when the flange 122 is coupled with the engine head-block assembly 102. The engine inlet orifice 152 is fluidly coupled with the lubricant passage 112, and the engine inlet orifice 152 is configured to receive lubricant from the primary outlet conduit 150 and provide lubricant to the lubricant passage 112 when the flange 122 is coupled with the engine head-block assembly 102.

Body 121 also includes a filter bypass conduit 154 (e.g., a channel, passage, flow passage, etc.). The filter bypass conduit 154 is integrally formed with the body 121 (e.g., the body 121 and the filter bypass conduit 154 are of a unitary construction, etc.). A filter bypass conduit 154 is fluidly coupled with lubricant filter head 146, and filter bypass conduit 154 is configured to receive lubricant from lubricant filter 148 and/or outlet transport conduit 142. Specifically, the filter bypass conduit 154 is configured to receive lubricant from the outlet transport conduit 142 without flowing the lubricant through the entire lubricant filter 148. Instead, filter bypass conduit 154 may receive lubricant from outlet transfer conduit 142 such that lubricant never flows through lubricant filter 148, or lubricant only flows through a portion (e.g., a rim, end cap, etc.) of lubricant filter 148.

The body 121 also includes a bypass valve port 155 (e.g., an orifice, an opening, etc.). The bypass valve port 155 is integrally formed with the body 121 (e.g., the body 121 and the bypass valve port 155 are of a unitary construction, etc.). The bypass valve port 155 is fluidly coupled to the filter bypass conduit 154 and the main outlet conduit 150. As explained in greater detail herein, the bypass valve port 155 is configured to receive lubricant from the filter bypass conduit 154 and selectively provide lubricant to the main outlet conduit 150.

The lubricant manifold 118 also includes a bypass valve 156 (e.g., a pressure regulator, a pressure relief valve, etc.). The bypass valve 156 is disposed within the bypass valve port 155, and the bypass valve port 155 is sealed (e.g., using a plug or the like) such that lubricant may flow into the bypass valve 156, but not out of the bypass valve port 155. For example, the bypass valve 156 may be inserted into the bypass valve port 155 after the body 121 is manufactured, and then the bypass valve port 155 plugged prior to use of the lubricant manifold 118 (e.g., in a subsequent manufacturing step, etc.).

Bypass valve 156 is configured to open and provide lubricant from filter bypass conduit 154 to main outlet conduit 150 (e.g., via bypass valve port 155) when a pressure of lubricant within filter bypass conduit 154 exceeds a threshold pressure. Bypass valve 156 is also configured such that lubricant is not provided from filter bypass conduit 154 to main outlet conduit 150 unless the pressure of the lubricant within bypass valve 156 exceeds a threshold pressure. Accordingly, lubricant within filter bypass conduit 154 may bypass lubricant filter 148. This may facilitate use of the lubricant manifold 118, for example, when the lubricant filter 148 is clogged.

The body 121 also includes a secondary outlet conduit 158 (e.g., a channel, passageway, flow passage, etc.). The auxiliary outlet conduit 158 is integrally formed with the body 121 (e.g., the body 121 and the auxiliary outlet conduit 158 are of a unitary construction, etc.). The secondary outlet conduit 158 is fluidly coupled with the primary outlet conduit 150, and the secondary outlet conduit 158 is configured to receive lubricant from the primary outlet conduit 150.

The lubricant system 110 also includes a transfer conduit 160 (e.g., an oil line, etc.). The secondary outlet conduit 158 is configured to fluidly couple with a transfer conduit 160. For example, the transfer conduit 160 may be coupled to the main body 121 via a hose clamp such that the transfer conduit 160 is fluidly coupled with the secondary outlet conduit 158. The secondary outlet conduit 158 is configured to provide lubricant to the transfer conduit 160 when the secondary outlet conduit 158 is fluidly coupled with the transfer conduit 160.

The internal combustion engine system 100 also includes a turbocharger 162. A turbocharger 162 is fluidly coupled with the transfer conduit 160, and the turbocharger 162 is configured to receive lubricant from the transfer conduit 160 and provide lubricant to the transfer conduit 160. The lubricant may be utilized by the turbocharger 162 to lubricate internal components (e.g., bearings, main shafts, etc.). In this manner, the lubricant manifold 118 may be utilized to cool lubricant provided to both the engine head-block assembly 102 and the turbocharger 162.

The lubricant system 110 also includes an outlet conduit 164 (e.g., an oil line, etc.). The outlet conduit 164 is fluidly coupled to the lubricant passageway 112 and the transfer conduit 160. The outlet conduit 164 receives lubricant from the engine head-block assembly 102 (e.g., via the lubricant passage 112) and from the turbocharger 162 (e.g., via the transfer conduit 160). The outlet conduit 164 is also fluidly coupled with the lubricant pump 114, and the outlet conduit 164 is configured to provide lubricant to the lubricant pump 114.

Fig. 6 illustrates a lubricant manifold 118 according to various embodiments. In these embodiments, the filter bypass conduit 154 and the bypass valve 156 are integrally formed within the body 121. In some embodiments, the bypass valve port 155 is omitted. In some embodiments, the secondary outlet conduit 158 is omitted (e.g., depending on the requirements of the lubricant system 110, etc.).

Manufacture of the body of the Lubricant manifold

The body 121 is assembled by additive manufacturing. For example, the body 121 may be assembled using three-dimensional (3D) printing, selective laser sintering, or other similar processes. As described above, the body 121 is configured such that all components of the body 121 are integrally formed. As described above, the components of the body 121 are "integrally formed," and when the components of the body 121 are formed and joined together as part of a single manufacturing step to construct a one-piece or unitary construction, the body 121 cannot be disassembled without at least partially damaging the body 121. For example, the components of the body 121: (i) Being inseparable from one another (e.g., one component of body 121 cannot be separated from body 121 without destroying body 121, etc.); (ii) Cannot be formed separately from one another (e.g., the components of body 121 are formed simultaneously, the components of body 121 are formed as a single component in a single process, etc.); and (iii) no gaps or joints along the boundary between the interfacing components (e.g., components that share a boundary, etc.) of the body 121. In some embodiments, body 121 is constructed entirely of stainless steel (e.g., stainless steel 316, etc.). In other embodiments, body 121 is constructed entirely of aluminum or steel.

In contrast to various conventional systems, body 121 does not contain any copper because body 121 is assembled by additive manufacturing. Specifically, brazing material utilized in other systems is not included in body 121 because body 121 is assembled by additive manufacturing and all of the components of body 121 are integrally formed. In other words, no brazing material is required to construct the body 121, as the components of the body 121 are not joined together by brazing. Thus, the brazing material is not included in the body 121. Thus, copper and other brazing materials cannot leach from the body 121 into the lubricant because copper is not included in the body 121. By protecting the lubricant from copper, the body 121 facilitates extending the desired operation of the internal combustion engine system 100.

Further, the body 121 does not have any internal joints (e.g., between components of the body 121, etc.) that create a leakage path for the lubricant. For example, there is no internal joint between the lubricant filter head 146 and the lubricant cooler 140. Therefore, the lubricant cannot leak from the body 121. This may reduce warranty costs associated with the internal combustion engine system 100 as compared to other systems having multiple internal joints that create leakage paths. These leak paths can cause oil to leak over time, making these other systems undesirable.

Further, the number of parts (e.g., number of items in a bill of materials, number of inventory items, etc.) of the internal combustion engine system 100 is lower than other conventional systems because the body 121 is configured such that all of the parts of the body 121 are integrally formed. In other words, rather than having a separate lubricant cooler and filter head that would constitute two components that must be separately stored and subsequently assembled, the body 121 is a single component that includes the lubricant filter head 146 and the lubricant cooler 140.

Lubricant channels 141 may be configured to each have a target geometry because body 121 is assembled by additive manufacturing. For example, one lubricant passage 141 may have a first cross-sectional shape (e.g., airfoil, drop, etc.), and another lubricant passage 141 may have a second cross-sectional shape (e.g., square, triangle, circle, oval, etc.) different than the first cross-sectional shape. By selecting an appropriate cross-sectional shape for each lubricant passage 141 according to predetermined design and/or performance parameters, a target heat transfer profile for lubricant cooler 140 may be obtained. Further, selecting an appropriate cross-sectional shape for each lubricant passage 141 according to predetermined design and/or performance parameters may provide a target flow rate through lubricant cooler 140. Further, the mass of the lubricant manifold 118 may be substantially lower than the sum of the mass of the lubricant cooler of the other system and the mass of the filter head of the other system. This reduction in mass is due to the body 121 being configured such that all of the components of the body 121 are integrally formed, and due to the body 121 being assembled by additive manufacturing. Specifically, since the body 121 is configured such that all components of the body 121 are integrally formed, the mass of bolts used in other systems to attach various components is not included in the lubricant manifold 118. Furthermore, because the body 121 is assembled by additive manufacturing, the wall thickness of the body 121 may be less than the wall thickness of lubricant coolers and/or filter heads in other systems. In particular, by using the additive manufacturing process described herein, body 121 may be made to achieve structural characteristics that are not possible in components that are joined together. For example, components that are manufactured separately and then joined together may need to be thicker than additive manufactured components (e.g., body 121) because the joined together components are subject to stress due to fasteners, adhesives, and/or welds along between the joined together components. By eliminating these joints, the additive manufactured part (e.g., body 121) need not be as thick in similar places.

Construction of the exemplary embodiments

While this specification contains many specific implementation details, these should not be construed as limitations on the scope of what may be claimed, but rather as descriptions of specific features of particular implementations. Certain features that are described in this specification in the context of separate implementations can also be implemented in combination in a single implementation. Conversely, various features that are described in the context of a single implementation can also be implemented in multiple implementations separately or in any suitable subcombination. Furthermore, although features may be described as acting in certain combinations and even initially claimed as such, one or more features of a combination can in some cases be excised from the claimed combination, and the claimed combination may be directed to a subcombination or variation of a subcombination.

As used herein, the terms "substantially," "generally," and similar terms are intended to have broad meanings consistent with common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure relates. Those skilled in the art who review this disclosure will appreciate that these terms are intended to allow description of certain features described and claimed without limiting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be construed to indicate that insubstantial or inconsequential modifications or variations of the subject matter described and claimed are considered to be within the scope of the invention as recited in the claims below.

The term "coupled" and the like as used herein means that two components are directly or indirectly joined to each other. Such engagement may be fixed (e.g., permanent) or movable (e.g., removable or releasable). This engagement can be achieved by: two components or two components and any additional intermediate components are integrally formed with one another as a single unitary body; two components or two components with any additional intermediate components are attached to each other.

The term "fluidly coupled" or the like as used herein means that two components or objects, with or without intervening components or objects, have a passageway formed therebetween in which a fluid (e.g., lubricant, liquid lubricant, gaseous lubricant, etc.) may flow. Embodiments of fluid couplings or configurations for achieving fluid communication may include pipes, tubes, or any other suitable components for achieving fluid flow from one component or object to another.

It is important to note that the construction and arrangement of the various systems shown in the various exemplary implementations are illustrative only and not limiting. It is intended that all changes and modifications that come within the spirit and scope of the described implementations be protected. It should be understood that some features may not be necessary and implementations lacking the same may be contemplated as within the scope of the disclosure, as defined by the claims that follow. When the language "a portion" is used, an item can include a portion of the item and/or the entire item unless specifically stated to the contrary.

In addition, the term "or" is used in the context of a series of elements in its inclusive sense (and not in its exclusive sense), and thus when used in conjunction with a series of elements, the term "or" refers to one, some, or all of the elements in the series. Connectivity language such as "at least one of X, Y and Z" may be understood from context to be used to generically express items, terms, etc., which may be X, Y, Z, X and Y, X and Z, Y and Z or X, Y and Z (i.e., any combination of X, Y and Z), unless specifically stated otherwise. Thus, unless otherwise indicated, such connective language is not generally intended to imply that certain embodiments require the presence of at least one X, at least one Y, and at least one Z.

Further, numerical ranges (e.g., W1 to W2, etc.) used herein include the maximum and minimum values thereof (e.g., W1 to W2 include W1 and include W2, etc.) unless otherwise specified. Further, a numerical range (e.g., W1 to W2, etc.) does not necessarily require the inclusion of intermediate values within the numerical range (e.g., W1 to W2 may include only W1 and W2, etc.) unless otherwise specified.

Claims

1. A lubricant manifold, comprising:

a lubricant filter head configured to couple with a lubricant filter;

a pump inlet conduit fluidly coupled to and integrally formed with the lubricant filter head, the pump inlet conduit configured to receive lubricant and provide the lubricant to the lubricant filter head;

an inlet transfer duct fluidly coupled with the lubricant filter head and integrally formed with the lubricant filter head and the pump inlet duct, the inlet transfer duct configured to receive the lubricant from the pump inlet duct; and

a lubricant cooler fluidly coupled with the inlet transport conduit and integrally formed with the lubricant filter head, the pump inlet conduit, and the inlet transport conduit, the lubricant cooler configured to receive the lubricant from the inlet transport conduit.

2. The lubricant manifold of claim 1, wherein the lubricant filter head, the pump inlet conduit, the inlet transfer conduit, and the lubricant cooler are produced as a single component in a single additive manufacturing process.

3. The lubricant manifold of claim 1, further comprising an outlet transfer conduit fluidly coupled with the lubricant cooler and integrally formed with the lubricant filter head, the pump inlet conduit, the inlet transfer conduit, and the lubricant cooler, the outlet transfer conduit configured to receive the lubricant from the lubricant cooler and provide the lubricant to the lubricant filter head.

4. The lubricant manifold of claim 3, further comprising a main outlet conduit fluidly coupled to the outlet transport conduit and integrally formed with the lubricant filter head, the pump inlet conduit, the inlet transport conduit, the lubricant cooler, and the outlet transport conduit, the main outlet conduit configured to receive the lubricant from the lubricant filter head and provide the lubricant from the lubricant manifold.

5. The lubricant manifold of claim 3, further comprising a thermostat conduit fluidly coupled to the inlet and outlet transport conduits, the thermostat conduit being integrally formed with the lubricant filter head, the pump inlet conduit, the inlet transport conduit, the lubricant cooler, and the outlet transport conduit, the thermostat conduit being configured to receive the lubricant from the inlet transport conduit and provide the lubricant to the outlet transport conduit.

6. The lubricant manifold of claim 3, further comprising:

a filter bypass conduit fluidly coupled with the lubricant filter head and integrally formed with the lubricant filter head, the pump inlet conduit, the inlet transport conduit, the lubricant cooler, and the outlet transport conduit, the filter bypass conduit configured to receive the lubricant from the lubricant filter head;

a bypass valve port fluidly coupled to the outlet transport conduit and integrally formed with the lubricant filter head, the pump inlet conduit, the inlet transport conduit, the lubricant cooler, the outlet transport conduit, and the filter bypass conduit, the bypass valve port configured to selectively receive the lubricant from the filter bypass conduit; and

a bypass valve disposed within the bypass valve port, the bypass valve configured to receive the lubricant from the filter bypass conduit and selectively provide the lubricant to the bypass valve port.

7. The lubricant manifold of claim 1, further comprising:

a high pressure relief valve port fluidly coupled to the pump inlet conduit and integrally formed with the lubricant filter head, the pump inlet conduit, the inlet transfer conduit, and the lubricant cooler, the high pressure relief valve port configured to receive the lubricant from the pump inlet conduit; and

a high pressure relief valve disposed within the high pressure relief valve port, the high pressure relief valve configured to receive the lubricant from the pump inlet conduit and selectively provide the lubricant from the lubricant manifold.

8. The lubricant manifold of claim 1, wherein the lubricant cooler comprises:

a first lubricant passage having a first cross-sectional shape; and

a second lubricant passage having a second cross-sectional shape different from the first cross-sectional shape.

9. The lubricant manifold of claim 8, wherein the first cross-sectional shape is airfoil-like.

10. An internal combustion engine system, comprising:

an engine head-block assembly, comprising:

a lubricant manifold recess; and

a mounting surface extending around the lubricant manifold recess; and

a lubricant manifold including a main body at least partially received within the lubricant manifold recess, the main body including:

a lubricant filter head configured to couple with a lubricant filter;

a lubricant cooler fluidly coupled to and integrally formed with the lubricant filter head, the lubricant cooler providing lubricant to the lubricant filter head; and

a flange integrally formed with the lubricant filter head and the lubricant cooler, the flange coupled with the mounting face such that the lubricant cooler is at least partially received within the lubricant manifold recess.

11. The internal combustion engine system of claim 10, wherein:

the lubricant filter head is not formed separately from the lubricant cooler or the flange;

the lubricant cooler is not formed separately from the lubricant filter head or the flange; and is

The flange is not formed separately from the lubricant filter head or the lubricant cooler.

12. The internal combustion engine system of claim 10, wherein:

the lubricant cooler bordered by the flange; and is provided with

The lubricant cooler is not separated from the flange along the boundary.

13. The internal combustion engine system of claim 10, wherein:

the engine head-block assembly further comprises a lubricant inlet conduit;

the body further includes a pump inlet conduit fluidly coupled to the lubricant filter head and the lubricant inlet conduit, the pump inlet conduit being integrally formed with the lubricant filter head, the lubricant cooler, and the flange, the pump inlet conduit receiving the lubricant from the lubricant inlet conduit and providing the lubricant to the lubricant filter head.

14. The internal combustion engine system of claim 10, wherein:

the engine head-block assembly further comprises an engine inlet port; and is

The body further includes a main outlet conduit fluidly coupled with the engine inlet orifice and integrally formed with the lubricant filter head, the lubricant cooler, and the flange, the main outlet conduit receiving the lubricant from the lubricant filter head and providing the lubricant to the engine inlet orifice.

15. A lubricant manifold, comprising:

a lubricant cooler configured to receive lubricant;

an outlet transfer duct fluidly coupled to and integrally formed with the lubricant cooler, the outlet transfer duct configured to receive the lubricant from the lubricant cooler; and

a lubricant filter head configured to couple with the lubricant filter, the lubricant filter head fluidly coupled with the outlet transport conduit and integrally formed with the lubricant cooler and the outlet transport conduit, the lubricant filter head configured to receive the lubricant from the lubricant cooler.

16. The lubricant manifold of claim 15, wherein the lubricant cooler, the outlet transport conduit, and the lubricant filter head are produced as a single component in a single additive manufacturing process.

17. The lubricant manifold of claim 16, further comprising a main outlet conduit fluidly coupled with the outlet transport conduit and integrally formed with the lubricant cooler, the outlet transport conduit, and the lubricant filter head, the main outlet conduit configured to receive the lubricant from the lubricant filter head and provide the lubricant from the lubricant manifold.

18. The lubricant manifold of claim 16, further comprising a thermostat conduit fluidly coupled to the outlet transport conduit, the thermostat conduit being integrally formed with the lubricant cooler, the outlet transport conduit, and the lubricant filter head, the thermostat conduit configured to provide the lubricant to the outlet transport conduit.

19. The lubricant manifold of claim 15, further comprising:

a high pressure relief valve port integrally formed with the lubricant cooler, the outlet transport conduit, and the lubricant filter head; and

a high pressure relief valve disposed within the high pressure relief valve port, the high pressure relief valve configured to selectively provide the lubricant from the lubricant manifold.

20. The lubricant manifold of claim 15, wherein the lubricant cooler comprises:

a first lubricant passageway having a first cross-sectional shape; and